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A guest arriving with an electric vehicle will judge the charging experience long before they plug in. Is a charger clearly marked? Can it be found after dark? Does it work without downloading three apps? For park operators, EV chargers for caravan and camping parks are no longer simply an extra facility. They are an electrical infrastructure decision that affects guest experience, site capacity, revenue management and future investment.
The right approach is not to install the highest number of chargepoints possible. It is to understand how the park operates, what its existing electrical system can safely support and how demand is likely to develop. A properly planned installation can serve guests reliably without placing avoidable pressure on the wider site supply.
Caravan and camping parks have a different electrical profile from many commercial properties. Demand is often seasonal, guest numbers can change sharply between weekdays and peak holiday periods, and electrical hook-up points may already place significant demand on the incoming supply. Add lodges, toilet blocks, kitchens, laundry facilities, swimming pools, workshops or reception buildings, and the available capacity can become less straightforward than it first appears.
An EV charger is a sustained load, particularly when several vehicles charge at the same time. A 7 kW unit may be appropriate in many locations, but several units operating together can quickly use the capacity that would otherwise support the park. Installing chargers without assessing the distribution system can lead to nuisance tripping, restricted charging or expensive remedial works later.
The starting point should therefore be an electrical survey. This establishes the capacity of the incoming supply, the condition and rating of existing distribution equipment, likely maximum demand and the practical routes for cabling. It also identifies whether the most sensible location for charging is near reception, a visitor car park, lodge parking or a dedicated charging area.
The most technically convenient location is not always the best location for guests. A charger behind a service building may reduce cable runs, but it can be inconvenient, poorly lit or difficult to reach with a caravan attached. Conversely, a prominent space at the entrance may offer good visibility but need more civil work and longer cable routes.
For many parks, a small, well-positioned charging area close to the main car park is the sensible first phase. It lets guests charge while checking in, using on-site facilities or returning from a day out, without taking up pitches or creating conflict with vehicle movements. Clear bay markings, adequate lighting, protective bollards where appropriate and suitable access for disabled users should be considered as part of the design rather than added as an afterthought.
Where guests may be towing, turning circles matter. Charging bays should not obstruct internal roads, emergency access or routes used by delivery vehicles. It is also worth considering whether charging spaces will be used by day visitors, lodge guests, seasonal pitch holders or all customers, as this will shape access controls and pricing.
Most caravan and camping parks do not need rapid charging as their primary provision. Rapid and ultra-rapid chargers can be valuable at destination sites with a high turnover of visitors, but they require substantial electrical capacity and often higher capital investment. They are usually best suited to locations where drivers stop for a short period and expect to continue their journey quickly.
For overnight and leisure stays, AC chargers are generally a practical fit. A 7 kW charger can provide a useful amount of energy over several hours, while a 22 kW unit may be suitable where the supply, vehicle capability and dwell time support it. The choice depends on how long guests typically remain on site and whether the objective is a useful top-up, an overnight charge or a faster paid-for service.
The key point is that charger ratings should not be selected in isolation. A park may technically have space for several 22 kW units, but its supply may be better served by a larger number of managed 7 kW units. The design should match real demand rather than headline charging speed.
Dynamic load management is often central to a viable installation. This technology monitors site demand and adjusts the power available to EV charging, helping to keep the total load within agreed limits. When the park is quiet, chargers can make greater use of available capacity. During a busy evening, charging output can reduce automatically to protect essential services.
This does mean charging times may vary at peak periods, so expectations need to be communicated clearly. In practice, many holiday guests are content with managed charging if it is reliable, transparent and available over the course of their stay. It is a more practical solution than allowing EV charging to compete uncontrolled with accommodation, facilities and electrical hook-ups.
Outdoor charging equipment must be selected and installed for its environment. Caravan parks can present wet conditions, uneven ground, vehicle impact risks, public access and seasonal use patterns. Equipment location, enclosure ratings, cable protection, earthing arrangements, isolation and testing all require professional consideration.
The installation should be designed and completed in accordance with the relevant requirements of BS 7671 and the applicable building, planning and network requirements. The exact obligations can vary by site and local authority, particularly where new structures, significant groundworks or changes to the electricity supply are involved.
An experienced contractor will also consider the condition of the existing installation. Adding chargepoints to ageing switchgear or an already heavily loaded distribution board is not a sound long-term solution. In some cases, upgrades to containment, protective devices, submains or distribution equipment will be necessary before charging infrastructure can be installed safely.
Free charging may suit a small premium site, but it should be a deliberate commercial decision rather than an accidental subsidy. Electricity costs, connection charges, maintenance and payment processing need to be understood. For many operators, a pay-to-charge model offers a straightforward way to recover costs while keeping the facility available to those who need it.
The best payment method depends on the audience. App-based access may work for regular EV drivers, while contactless payment can be more convenient for occasional users and overseas visitors. Some parks may choose charging access through reception or a booking platform. Whatever system is selected, it should be simple to explain and supported by clear on-site instructions.
Operators should also decide how they will manage overstays. A vehicle left connected long after charging has finished can prevent another guest from using the bay. Time limits or idle fees may be appropriate in busy periods, but policies should be proportionate to the park’s character and the expected length of stay.
A phased installation is often the most cost-effective route. A park might begin with two or four chargepoints, confirm guest usage and then expand. However, the initial works should allow for sensible future growth. Installing suitable ducting, spare capacity in distribution equipment and a route for additional cabling during the first phase can reduce disruption and cost later.
This is particularly relevant where groundworks are required. Reopening roads, car parks or landscaped areas to add cables a year later is rarely efficient. A future-ready design does not mean paying for every charger immediately. It means making decisions now that avoid limiting the site unnecessarily.
The same principle applies to data and communications. Connected chargers can provide usage information, fault reporting and remote management, but they need reliable connectivity. Signal strength should be checked across the proposed charging area, especially at rural parks where mobile coverage can be variable.
A competent project begins with an assessment of the electrical infrastructure and the operational needs of the park. The design can then set out charger locations, load management, distribution requirements, civil works, protection measures and the proposed payment arrangement. Before work starts, the operator should understand any supply upgrade requirements, likely disruption and how the installation will be tested, certified and handed over.
SJB Smart Electricals approaches this work as an electrical infrastructure project rather than a standalone equipment fitting. That means considering the existing installation, safe integration, future capacity and the practical requirements of staff and guests. Training for relevant site personnel can also help ensure that faults, emergency isolation and guest queries are handled appropriately.
A well-planned charging provision gives guests confidence that their onward journey is covered, while giving park operators control over electrical demand and operating costs. The most useful next step is a survey that turns that ambition into a safe, realistic plan for the particular site.
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